 1933 Phantom II Continental | 1933 Phantom II | 1935 Phantom II  |
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1934 Rolls-Royce Phantom II news, pictures, and information | ||
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 |  |  | Touring Saloon Coachwork: Park Ward & Co. Chassis Num: 8SK Engine Num: LC85 |
| Sold for $155,500 at 2009 Bonhams. | |||
This Touring Saloon wears a close-coupled Touring Saloon (sedan) body courtesy of Park Ward, Ltd. It came equipped with a spare tire and wheel in each of its front wings and fitted with an F-code steering box.
Originally delivered to E. Graham Guest of Edinburgh Scotland. 8-SK came to the USA around the late 1950's. After being owned by only a hand full of owners from 1934 through 1970's the car was purchased and restored by Neil Kirkham, a well know Rolls-Royse owner in California. He showed the car at numerous Concour events taking top honors at the likes of Silverado, Hillsbourgh, and Best of Show at the Art Deco Concours. It also took a first in class at the R-R Nationals. This car would still show well and it drives perfect!! Past owners: E. Graham Guest 1934 G. Berners late 1930's - post war Paddon Brothers Ltd. early 50's Francis deBeixedon late 1950's - 1967 G. H. Mathers late 1967 - mid 1970's Neil Kirkham early 1980's - 1994 Peter Stylinos 1994- 2006 Blackhawk Collection - present.
In 2009, this Touring Saloon was offered for sale by Bonhams Auction Company at the Exceptional Motorcars and Automobilia at the Quail Lodge Resort in Carmel, Ca. The car was sold for $155,500 inclusive of buyer's premium.
 |  |  | Fixed-Head Coupe Coachwork: Hooper Chassis Num: 70TA Engine Num: MC-65 |
For numerous reasons, the Phantom II was never put into production in North America, though a series of left-hand drive chassis were built by the Derby factory from 1931 through 1934. 116 examples were sent to the United States, three to Canada and six to Europe. In total, there were 1680 examples of the Phantom II constructed.
This 1934 Rolls-Royce Phantom II Fixed-Head Coupe has coachwork by Hooper. Its first owner was from London, Ontario and purchased the car on December 11th of 1934. After the initial deposit was placed, the right-hand drive chassis was sent to Hooper & Company to receive its fixed-head coupe body of style no. 8321. Only 19 examples of the Phantom II were given coupe bodies and Hooper was responsible for just two of those vehicles.
In the 1980s the car was given a cosmetic restoration which included new paint and new leather interior. In more recent times, the engine and mechanical components have been serviced and repaired as needed. The car has a black leather interior and a two-tone paint scheme.
This Fixed-Head Coupe took part in the 2003 Rallye des Alpes, as well as several other vintage touring events. It was offered for sale at the 2007 RM Auctions held in Meadow Brook where there was no reserve on the vehicle, and estimated to sell between $220,000 - $260,000. At auction, that estimate proved to be very accurate as the car was sold for $247,500. This car is powered by a six-cylinder overhead valve engine that displaces 7668cc's and capable or producing 40-50 horsepower. It has a four-speed manual gearbox and four-wheel servo-assisted brakes. Its elegant body sits atop a long, 150-inch, wheelbase.
By Daniel Vaughan | Aug 2007
 |  |  | Drop Head Coupe Coachwork: Gurney Nutting Chassis Num: 201RY |
 |  |  | Sedanca Drophead Coupe Coachwork: Mulliner Chassis Num: 120 SK Engine Num: GH 55 |
| High bid of $430,000 at 2008 RM Auctions. (did not sell) High bid of $350,000 at 2009 Worldwide Auctioneers. (did not sell) | |||
In 1929, the Twenty was developed into the 25/30 and the Phantom became the 'Phantom I' as the 'Phantom II' was introduced. The Phantom II was still rated at 40/50 horsepower, as had the Silver Ghost and the Phantom I. The Phantom II was lower and suspension improved with half elliptic on all four corners. This would be Royce's last cars as he died in 1933 at the age of 70.
The Phantom II Continental was built on a short 144-inch chassis and rode on stiffer five leaf springs and a 12/41 axle. The standard axle was a 11/41 unit. The Continental was given a lower floor, a low rake steering column, and Hartford remote-control shock absorbers. Between the years of 1929 and 1935, a total of 1,680 examples of the Phantom IIs were produced and around 280 were the Continentals.
This Phantom II Continental Sedanca Drophead Coupe wears coachwork by H. J. Mulliner of London. It was one of the last PII Continental chassis constructed. In May of 1934, the car was commissioned by Jack Barclay's client, Lord Numburholm of Bryanston Square, London. Two year later, it was sold to Mrs. Carrigan of Regent's Park. It is believed that she had the coachwork updated. The updated coachwork was by Henri Chapron in 1938 for Franco Britannic, the Paris agent for Rolls-Royce.
Mrs. Park retained the car until 1946 when she sold it to Mr. R. A. G. Edwards in Throgmorton Street. It changed hands again in 1949, to Mr. P.M. Gardner in Negeve, France.
Some time during its life, it was sold to a United States citizen and brought to the US. It was later sold to Frank Allen of Chestnut Hill, Massachusetts and later entered the Barrymore Collection where it stayed for many years. In 2006, the car was purchased by its present owner.
Currently, the car is in mostly un-restored condition but has been well cared for all of its life. It has been given new paint, interior, top, and headliner, and some work to its wood.
In 2008, this car was brought to the 2nd Annual Vintage Motor Cars of Hershey presented by RM Auctions where it was estimated to sell for $550,000-$650,000. Bidding reached $430,000 but was not enough to satisfy the vehicles reserve. The lot was left unsold.
In 2009, it was offered for sale at the Houston Classic Auction in Seabrook, Texas, presented by Worldwide Auctioneers. The lot was estimated to sell for $475,000 - $575,000. As bidding came to a close, the lot had failed to sell after achieving a high bid of $350,000 million.
By Daniel Vaughan | May 2009
 |  |  | 3-Position Cabriolet Coachwork: Kellner Chassis Num: 164PY |
 |  |  | Sedanca De Ville Coachwork: Thrupp and Maberly Chassis Num: 171RY Engine Num: WQ45 |
| Sold for $269,500 at 2008 Gooding & Company. | |||
The Phantom II was available on two platforms, one that measured 144-inches and a larger 150-inch setup. The 144-inch platform was available on special order and was later chosen for the Continental models introduced in late 1930. This special model was tuned for high-speed, long-distance traveling by automotive enthusiasts who appreciated style and energetic touring. The Continental models were given stiffer five-leaf road springs and friction shock absorbers and low rake steering. In the rear of the car could be found the spare wheels, tools and luggage space which was designed to better improve the cars weight distribution.
Chassis 82PY was sent to its original owner, C.T. Thomas Esq., in April of 1934. It would have three more owners through 1949, after which it was sent to the United States in the early 1950s. It entered the care of Fred Prophet. By 1964, it was owned by Robert Valpey of San Luis Obispo, California, who had purchased it from James C. Brown of Belmont, California. While in Mr. Valpey's care, it was given engine X055 from chassis 75MW, and other restoration work was performed. The car remained with Mr. Valpey until 1976, when ownership was transferred to Barry Hon, who kept the car for a decade before selling it to its last US owner Stu Bewley. Mr. Bewley showed the car at the 1986 Pebble Beach COncours d'Elegance.
The next owner purchased the car with the engine removed. A comprehensive rebuild began a short time later, including some cosmetic repair. There were only 15 three-position Sedancas built by Gurney Nutting. This example is finished in Midnight Blue cellulose and has a tan leather interior. There are twin pillar-mounted Grebel spotlights, twin spare wheels, and polished wheel discs and sun visor.
In 2009, this Gurney Nutting Owen Sedanca Three-Position Drop Head was offered for sale at the Gooding & Company auction held in Scottsdale, Arizona where it was estimated to sell for $400,000 - $500,000. The lot was sold for the sum of $352,000 including buyer's premium.
By Daniel Vaughan | Apr 2009
 |  |  | Henley Coupe Coachwork: Brewster Chassis Num: 221 AMS Engine Num: U75J |
| Sold for $528,000 at 2010 Gooding & Company. | |||
This Phantom II Henley Coupe was originally built for Mary Elizabeth Williams, the daughter of insurance magnate Charles F. Williams of Cincinnati, Ohio. Brewster would produce ten Phantom II Henleys, and many believe that this example with its fixed roof was the most attractive. Ms. Williams' one-off Henley Coupe was delivered to her in May 1934, at the sum of nearly $20,000.
Mr. Donald Weesner purchased this Henley Coupe in the mid-1950s. Upon purchase, the car was driven from Cincinnati to his home in Minnesota. The car would stay in Mr. Weesner and his wife's possession for the next 45 years. After nearly a half a century out of sight, the car was offered for public sale in April 1999. The car was purchased by collector and dealer Dennis Nicotra of Connecticut, and soon traded hands twice more within the dealer community. The current owner purchased the car in 2007.
The car is in original condition and it is showing less than 35,000 miles. Recently, the tan canvas top was replaced with black leather.
This Henley Coupe has many unique features such as a flat pane windshield and the upper hood panels that extend all the way to the windshield. It features the trademark twin beltlines which appear to come together at the midpoint of the door.
In 2010, this Rolls-Royce was offered for sale at the Gooding & Company Auction in Scottsdale, Arizona. The car was estimated to sell for $500,000 - $600,000. As bidding came to a close, the lot had been sold for the sum of $528,000, inclusive of buyer's premium.
By Daniel Vaughan | Feb 2010
 |  |  | Drop Head Coupe Coachwork: Gurney Nutting Chassis Num: 117 RY Engine Num: RV 65 |
| Sold for $528,000 at 2010 Gooding & Company. | |||
In the 1950s, the car was in the care of Herbert F. Bass of Columbus, Ohio. It stayed with him for many years before it passed to his son, Gary H. Bass of Westerville, Ohio who retained the car until 2007.
The car is powered by an overhead-valve aluminum-head six-cylinder engine that displaces 7668cc. Top speed is in the neighborhood of 92 mph and was built for high-speed touring use. There are servo-assisted brakes, a single-jet semi-expanding carburetor and semi-elliptic suspension at all four corners.
In 2010, this vehicle was offered for sale at the Pebble Beach Auction presented by Gooding & Company. The car was estimated to sell for $450,000 - $550,000. As bidding came to a close, the car had been sold for the sum of $528,000 inclusive of buyer's premium.
By Daniel Vaughan | Dec 2010
 |  |  | Sedanca 3-Position Drophead Coachwork: Gurney Nutting Chassis Num: 147RY |
| Sold for $341,000 at 2011 RM Auctions. | |||
In 2011, this vehicle was offered for sale at the Amelia Island auction presented by RM Auctions. The car was estimated to sell for $150,000 - $250,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $341,000 including buyer's premium.
By Daniel Vaughan | Apr 2011
 |  |  | All-Weather Tourer Coachwork: Hooper Chassis Num: 7RY Engine Num: YD-25 or YO-25 |
Chassis 7-RY was specially equipped with a supplementary five-gallon petrol tank, connections for a Clayton heater and steering at the 'F' rake. It was delivered on February 9th to the owners (Mr. Gulbenkian) preferred coachbuilder, Hooper & Co. Ltd., where it was given a close-coupled All-Weather Tourer coachwork. The body was fitted with a speedometer and clock for the rear passengers, special bumpers front and rear, twin side-mounted spares and an extended bonnet, angled at 11° to match the louvres.
Upon completion, the car was finished in a single dark shade with matching wheel discs, Marchall headlamps, a cowl-mounted spot light, a center-mounted driving light and Michelin tires.
In 1934, the car was reportedly used as the official car for King George V at the Silver Jubilee of the RAF, and in 1936, it was made available to King Edward VIII during his review of the Royal Navy.
In the Fall of 1940, the car was sold to Frank Dale. Soon it left for the United States where it was sold to D.W. Price Jr. of Rochester, New York. In the early 1960s, George R. Wallace of Massachusetts acquired the Rolls-Royce and had Ed Lake perform a thorough restoration.
In 1964, 7-RY was awarded the Hooper Trophy at the 13th Annual Rolls-Royce Owners' Club Meet and earned its Junior Second at the AACA Show in Hershey. The following year, the Continental received two First Prize awards, one at the CCCA Buck Hill Falls Meet and the second at the Motorasia Exhibition in Atlantic City. It would continue to earn awards over the next two years, including Best of Show at the Newport Motor Car Festival, a Junior First at Hershey and First Prize at the Boston AutoRama.
In 1974, the car was sold at auction in Fitchburg and purchased by Dave Mathewson of Orange, Connecticut. It was later sold to Louis Schultz and Joe Loecy before joining the Petronis Collection in Easton, Maryland in 1997. In the mid-2000s, it was purchased by the present owner.
In 2011, the car was offered for sale at the Gooding & Company auction where it was estimated to sell for $600,000 - $700,000. It would leave the auction unsold after its reserve was not met.
 |  |  | All Weather Tourer Coachwork: Thrupp and Maberly Chassis Num: 188PY |
| Sold for $856,391 (€644,000) at 2010 RM Auctions. | |||
The Phantom II was the first completely new car since the 20HP seven years earlier. The Phantom II was still rated 40/50 HP but was lower and the springing half-elliptic all around.
The car, although to Royce's design and specification, was mainly the work of his West Wittering design team and included many innovations and a redesigned engine that, wîth the gearbox, was now one unit.
The introduction of the Phantom II, only four years after the Phantom I, was prompted again by increased competition from other manufacturers, particularly Buick and Sunbeam. Ironically, the head of Buick had bought a Phantom I and, which so impressed everyone at Buick that they stripped it and copied much of what they learned.
Royce himself knew they were lagging behind: 'I have long considered our present chassis out of date. The back axle, gearbox, frame, springs have not been seriously altered since 1912. Now we all know it is easier to go the old way, but I so fear disaster by being out of date, and I have a lot of stock left, and by the sales falling off by secrets leaking out, that I must refuse all responsibility for a fatal position unless these improvements in our chassis are arranged to be shown next autumn, and to do this they must be in production soon after midsummer 1929.'
Royce was influenced by the lines of the current Riley Nine, and the manner in which the rear passenger's feet were tucked comfortably under the front seats in 'boxes', enabling 'close-coupled' coachwork to be fitted. Royce decided to build a special version of the car for his personal use.
Superb coachwork wîth modern styling was now available and Royce decided on a lightweight sporting body, which Ivan Evenden designed and Bakers built. This car became the forerunner of the legendary Phantom II Continentals.
The chassis is the standard Phantom II short model wîth a few modifications. These consist of a low §teering column and specially selected springs. There never was a defined speciation of a Continental Phantom II. The series to series engineering improvements were applied to all chassis.Source - Rolls-Royce Motor Cars Limited
The car, although to Royce's design and specification, was mainly the work of his West Wittering design team and included many innovations and a redesigned engine that, wîth the gearbox, was now one unit.
The introduction of the Phantom II, only four years after the Phantom I, was prompted again by increased competition from other manufacturers, particularly Buick and Sunbeam. Ironically, the head of Buick had bought a Phantom I and, which so impressed everyone at Buick that they stripped it and copied much of what they learned.
Royce himself knew they were lagging behind: 'I have long considered our present chassis out of date. The back axle, gearbox, frame, springs have not been seriously altered since 1912. Now we all know it is easier to go the old way, but I so fear disaster by being out of date, and I have a lot of stock left, and by the sales falling off by secrets leaking out, that I must refuse all responsibility for a fatal position unless these improvements in our chassis are arranged to be shown next autumn, and to do this they must be in production soon after midsummer 1929.'
Royce was influenced by the lines of the current Riley Nine, and the manner in which the rear passenger's feet were tucked comfortably under the front seats in 'boxes', enabling 'close-coupled' coachwork to be fitted. Royce decided to build a special version of the car for his personal use.Superb coachwork wîth modern styling was now available and Royce decided on a lightweight sporting body, which Ivan Evenden designed and Bakers built. This car became the forerunner of the legendary Phantom II Continentals.
The chassis is the standard Phantom II short model wîth a few modifications. These consist of a low §teering column and specially selected springs. There never was a defined speciation of a Continental Phantom II. The series to series engineering improvements were applied to all chassis.Source - Rolls-Royce Motor Cars Limited
The Rolls-Royce Phantom II was very similar to the Phantom I in many ways, but brought improvements such as a higher horsepower rating and the removal of the traditional torque-tube drive. Instead, the engine and gearbox were constructed in unit with each other rather than being separate. The Autovac was now using an engine-driven pump. A new water-heated induction system was used. The Battery and magneto ignition was the same as in the Phantom I. Built-in centralized lubrication was now a standard feature and the Catilever rear springs were shed in favor of semi-elliptic units. The bodies of the car sat atop of a separate sub-frame which helped eliminate distortion.
After the construction of the first Phantom II, named the 18 EX, it was put through its paces on a 10,000-mile test drive to identify the vehicles short-comings and to ensure the vehicle was constructed to Rolls-Royce standards. The car was driven on many types of terrain and at various speeds. It was reported that the car drove best at 70-mph.
Most of the left-hand drive coachwork, those vehicles intended for the United States market, was handed by Brewster and Co. The European versions were bodied by names such as Hooper, Arthur Mulliner, Park Ward, Barker, and Thrupp & Maberly.
Construction of the Phantom II lasted from 1929 through 1935, at which point it was succeeded by the Phantom III and its large twelve-cylinder engine.
By Daniel Vaughan | Feb 2007
For more information and related vehicles, click hereAfter the construction of the first Phantom II, named the 18 EX, it was put through its paces on a 10,000-mile test drive to identify the vehicles short-comings and to ensure the vehicle was constructed to Rolls-Royce standards. The car was driven on many types of terrain and at various speeds. It was reported that the car drove best at 70-mph.
Most of the left-hand drive coachwork, those vehicles intended for the United States market, was handed by Brewster and Co. The European versions were bodied by names such as Hooper, Arthur Mulliner, Park Ward, Barker, and Thrupp & Maberly.
Construction of the Phantom II lasted from 1929 through 1935, at which point it was succeeded by the Phantom III and its large twelve-cylinder engine.
By Daniel Vaughan | Feb 2007
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 1934
Rolls-Royce
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| Rolls-Royce 20 / 25 HP |
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| 1933 Phantom II Continental | 1933 Phantom II | 1935 Phantom II |
